NYC04FA139

An IFR flight plan and slot reservation were filed for the planned flight over mountainous terrain. The flightcrew intended to reposition to an airport about 30 miles southeast of the departure airport, pick up passengers, and then complete a revenue flight to another airport. The airplane departed VFR, and the flightcrew never activated the flight plan. A debris path was located, consistent with straight and level flight, near the peak of a mountain at 3,475 feet msl. Examination of the wreckage did not reveal any pre-impact mechanical malfunctions. Instrument meteorological conditions prevailed near the accident site, about the time of the accident. Further investigation revealed the aircraft operator was involved in two prior weather related accidents, both of which resulted in fatalities. A third accident went unreported, and the weather at the time of that accident was unknown. Over a period of 14 years, the same FAA principal operations inspector was assigned to the operator during all four accidents; however, no actions were ever initiated as a result of any of the accidents.

History of flight

On June 13, 2004, about 0830 eastern daylight time, a Beech 200 (King Air), N200BE, was destroyed when it impacted Big Mountain, near Rupert, West Virginia. The certificated airline transport pilot and certificated commercial pilot were fatally injured. Instrument meteorological conditions prevailed near the accident site, for the flight that departed Summersville Airport (SXL), Summersville, West Virginia, about 0815; destined for Greenbrier Valley Airport (LWB), Lewisburg, West Virginia. An instrument flight rules (IFR) flight plan was filed for the repositioning flight conducted under 14 CFR Part 91.

According to a Federal Aviation Administration (FAA) inspector, who was also the operator's principle operations inspector (POI), the flightcrew intended to meet passengers at LWB, and take them to Charlotte, North Carolina. The POI reported that the pilot-in-command usually used data user access terminal (DUAT) to obtain weather information and file flight plans. The POI further stated that an IFR slot reservation and an IFR flight plan were on file for the first leg of the trip, to LWB. However, the flight plan was never activated.

The POI also reported that no radar data was recorded for the accident flight.

The wreckage was located on June 13, about 1400, near the peak of Big Mountain. The accident site was approximately 15 miles southeast of SXL, which was about mid-way between SXL and LWB.

The accident occurred during the hours of daylight; located about 37 degrees, 58.71 minutes north latitude, and 80 degrees, 41.56 minutes west longitude.

Personnel information

The pilot-in-command held an airline transport pilot certificate, with ratings for airplane single engine land and airplane multi-engine land. He also held a commercial pilot certificate, with a rating for airplane single engine sea; and a private pilot certificate, with a rating for glider aero tow. The pilot-in-command held a flight instructor certificate, with ratings for airplane single engine land and instrument airplane.

The pilot-in-command's most recent FAA first class medical certificate was issued on February 24, 2004.

According to the aircraft operator, the pilot-in-command had accumulated a total flight experience of 10,400 hours; of which, 1,500 hours were in the same make and model as the accident airplane, and 2,700 hours were in actual instrument conditions. During the 90 days preceding the accident, the pilot-in-command flew 80 hours; of which, 25 hours were in the same make and model as the accident airplane.

The copilot held a commercial pilot certificate, with ratings for airplane single engine land, airplane mutli-engine land, and instrument airplane. He also held a flight instructor certificate, with a rating for airplane single engine land.

The copilot's most recent FAA second class medical certificate was issued on December 29, 2003.

According to the aircraft operator, the copilot had accumulated a total flight experience of 2,910 hours; of which, 400 hours were in the same make and model as the accident airplane, and 175 hours were in actual instrument conditions.

Aircraft information

According to the aircraft logbooks, the airplane was maintained under an alternate approved inspection program (AAIP). On June 9, 2004, a "Phase 2" inspection was completed on the airplane. At that time, the airplane had accumulated approximately 9,444 hours of operation. According to the operator, the airplane had accumulated about 5 additional hours of operation from the time of the inspection, until the accident.

At the time of the inspection, the both engines had accumulated about 6,467 hours since overhaul.

Meteoroligical information

Lewisburg was located about 16 nautical miles southeast of the accident site, at a field elevation of 2,302 feet msl. The reported weather at LWB, at 0822, was: wind 190 degrees at 6 knots; visibility 7 miles; scattered clouds at 1,300 feet; ceiling 2,000 feet overcast; temperature 61 degrees F; dew point 61 degrees F; altimeter 30.23 inches Hg.

The reported weather at LWB, at 0838, was: wind calm; visibility 7 miles; ceiling 1,800 feet overcast; temperature 61 degrees F; dew point 61 degrees F; altimeter 30.23 inches Hg.

Raleigh County Memorial Airport (BKW), Beckley, West Virginia, was located about 26 nautical miles southwest of the accident site, at field elevation of 2,504 feet msl. The reported weather at BKW, at 0800, was: wind 160 degrees at 8 knots; visibility 7 miles; light rain; ceiling 800 feet broken; temperature 63 degrees F; dew point 61 degrees F; altimeter 30.20 inches Hg.

The reported weather at BKW, at 0822, was: wind 150 degrees at 9 knots; visibility 5 miles; light rain and mist; few clouds at 800 feet; ceiling 5000 feet broken; ceiling 7000 feet overcast; temperature 63 degrees F; dew point 61 degrees F; altimeter 30.20 inches Hg.

Wreckage and impact information

The investigative team arrived at the accident scene on June 14. The wreckage was resting on an approximate heading of 140 degrees, about 3,475 feet msl. A majority of the wreckage had been consumed by a post-crash fire, and a strong fuel odor was present at the scene. A debris path was observed, originating at a tree-strike, and extended on an approximate 140-degree heading, about 500 feet, terminating at the main wreckage. The first several hundred feet of the debris path contained trees that had their respective treetops sheared off. The tops were sheared off at approximately the same height, about 60 feet above the ground.

All major components of the airplane were accounted for at the scene. From the initial impact point, a section of wingtip was located about 50 feet along the debris path. Sections of both ailerons, and an outboard portion of the left wing were located about 80 feet along the debris path. An oil-to-fuel heater was located further, and it contained a liquid consistent with Jet A aviation fuel. An engine nacelle was then located about 200 feet along the debris path. Although the majority of debris was observed along the path that terminated at the main wreckage, both engines were located about 200 feet beyond the main wreckage.

Four propeller blades were located along the debris path. Two blades remained attached to a partial hub, one blade was found separated, and the fourth blade remained attached to a different partial hub. Four additional propeller blades were located in the vicinity of the main wreckage. The propeller blades exhibited leading edge gouging, chordwise scratches, and s-bending. The left engine was resting on top of a fallen tree, and contained residual oil. The first stage reduction gear box and exhaust duct had separated from the left engine. The first stage power turbine was exposed. The turbine vanes exhibited leading edge gouging and circumferential scoring along the shroud. The accessory gearbox had separated from the engine, and the gears could not be rotated, which was consistent with impact damage. The left engine gas generator was compressed torsionally.

The right engine was found in the vicinity of the left engine. The first stage compressor turbine was exposed. The vanes exhibited leading edge gouging. The right engine inlet case and accessory gearbox had separated, and were located near the main wreckage. The gas generator and exhaust duct exhibited torsional creasing. The first stage compressor turbine was rotated by hand, with some resistance, which was consistent with impact damage.

The main wreckage consisted of a section of right wing, the cockpit area, and the empennage. The left main landing gear was located along the debris path, and the right main landing was recovered near the engines. The nose gear was not recovered. The radar altimeter was the only readable instrument recovered from the cockpit. The caution panel lights and cabin pressu